A method for local correction of an aero gas turbine engine component characteristic

Abstract

This invention discloses a method for local correction of the characteristics of aero-gas turbine engine components, comprising the following steps: S1) Determining the optimization target parameters based on key engine test data; determining the parameters to be optimized based on correction coefficients defined according to engine operating conditions; S2) Using an optimization algorithm to perform overall correction on the characteristic diagram, sequentially matching the engine design point and idle point; S3) Using the optimization algorithm to correct other intermediate non-design points respectively, reflecting this in the characteristic diagram, only correcting the characteristic data determined by adjacent isotropic speed lines and β lines, performing local correction on the characteristic diagram, and using the fitting elliptic curve method to supplement and correct other data points of the isotropic speed lines, finally obtaining a characteristic diagram that matches the test data. The component characteristic local correction method adopted in this invention combines the characteristic scaling method and the characteristic construction method, avoiding the problem of inaccurate steady-state point partitioning in traditional component correction methods, and can simply, accurately, and quickly correct the characteristic diagram, improving the modeling accuracy of aero-engines.

Description

Technical Field

[0001] This invention specifically relates to a method for local correction of component characteristics in a mathematical model of an aero-engine, belonging to the field of modeling and correction in aerospace propulsion theory and engineering. Background Technology

[0002] Simulation, fault diagnosis, and performance prediction of gas turbines rely on mathematical models that precisely match experimental data. For engines in the pre-research stage, complete component diagrams are often unavailable; therefore, general component diagrams or those similar to those used in aero-engines are typically used for calculations. If the selected component characteristic diagram does not match the actual characteristics, the calculated engine performance at non-design points will be inaccurate. Alternatively, for engines already tested on test benches, manufacturing tolerances and assembly errors can cause the actual assembled component characteristics to deviate from the characteristics obtained from individual components. When there is a significant difference between the model output and the actual engine component characteristics, the engine model cannot be used to evaluate engine performance. Therefore, accurately correcting or adjusting component characteristic diagrams to reduce performance errors between the model and the actual engine is of great significance.

[0003] Current engine component characteristic correction technologies can be divided into two main categories: those based on the expression of the component characteristics themselves and those based on scaling existing characteristic maps using similarity theory. Currently, the most commonly used general design technique involves using optimization methods and scaling designs to change the shape of existing component characteristic maps to match the test data of the target engine. For example, invention patent CN109871653A discloses a method for block correction of characteristic maps based on steady-state and dynamic test data, and patent CN112507477A discloses a correction method that uses a "downward scaling method" to establish a mapping between correction coefficients and scaling coefficients. These methods require partitioning multiple steady-state points in the characteristic map according to equal reduced speed lines, correcting from high speed to low speed. However, in most cases, the experimental data for each component is limited, making it impossible to accurately determine the location of the reduced speed of each steady-state point. Therefore, the steady-state point partitioning can only be estimated before correction begins, and the determination made after correction. If the partitions before and after the correction are consistent, the correction is considered correct; otherwise, the partitions are re-divided and the correction is repeated, which increases the difficulty and complexity of the correction. Secondly, when correcting partitions, the method of keeping the high-speed line of the interval unchanged and correcting the low-speed line can easily cause the characteristic lines to cross and become messy during optimization.

[0004] This invention proposes a novel method for local correction of component characteristics in aero-engine mathematical models. It combines characteristic scaling and characteristic construction methods, reducing the complexity and blindness of traditional engine component correction methods. It can quickly correct characteristic maps and match engine test data. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a novel method for local correction of component characteristics in aero-engine mathematical models. This method combines characteristic scaling and characteristic construction. By determining the positions of adjacent isorectified speed lines and β lines at each steady-state point in the characteristic diagram, along with their corresponding correction coefficients, the component characteristic diagram is locally corrected. Furthermore, an elliptic curve fitting method is used to supplement and correct other data points on the isorectified speed lines. This method overcomes the shortcomings of existing technologies, enabling simple, accurate, and rapid correction of characteristic diagrams, matching engine test data, and improving the accuracy of aero-engine modeling.

[0006] Technical solution of the present invention:

[0007] A method for local correction of component characteristics in a mathematical model of an aero-engine includes the following steps:

[0008] Step S1: Determine the target parameters for optimization based on the key test data of the aero gas turbine engine; determine the parameters to be optimized based on the correction coefficients defined for the aero gas turbine engine operating conditions.

[0009] Step S2: Based on the target parameters and parameters to be optimized determined in step S1, the engine design point and idle point are corrected sequentially using the optimization algorithm, and the characteristic map is scaled as a whole using the correction coefficient to obtain a new characteristic map.

[0010] Step S3: Based on the characteristic map obtained in step S2, the optimization algorithm is used to correct other intermediate non-design points in sequence. The positions of the adjacent equivalent speed lines and β lines of each steady-state point in the characteristic map and the corresponding correction coefficients are determined. By correcting the characteristic data of the adjacent equivalent speed lines and β lines where the steady-state point is located, the characteristic map obtained in step S2 is locally corrected. The fitting elliptic curve method is used to supplement and correct other data of the equivalent speed lines, and finally a characteristic map matching the test data is obtained.

[0011] Furthermore, step S1 specifically includes:

[0012] Step S101: Select engine optimization target parameters based on key test data of aero gas turbine engines: For aero gas turbine engines, the rotor speed, total pressure at the outlet of the compression component, fuel flow rate, and total temperature at the turbine outlet are generally selected as target parameters.

[0013] Step S102: Define correction coefficients based on the operating conditions of the aero-gas turbine engine: When correcting the design point, take the point on the characteristic diagram where the pressure ratio is equal to 1, the equivalent flow rate is equal to 0, and the efficiency is equal to 0 as the scaling center, i.e., the point (1, 0, 0), and correct the characteristic diagram to define the design point correction coefficients:

[0014]

[0015]

[0016]

[0017] In the formula, Cof π1 、Cof W1 、Cof η1 To design the pressure ratio, flow rate, and efficiency correction factors, π map W map η map For the design point component characteristics of the general engine characteristic map, π ds W ds η ds The actual design features of the engine components;

[0018] Step S103: Determine the parameters to be optimized at the design point: Instead of directly optimizing the design point correction coefficient, select the component pressure ratio loss coefficient, combustion chamber combustion efficiency, shaft mechanical efficiency, and bleed air as the parameters to be optimized at the design point.

[0019] Step S104, during non-design point correction, the pressure ratio on the characteristic diagram is equal to π. ds Equivalent flow rate equals W ds Efficiency equals η ds The point is the scaling center, i.e., (π) ds W ds η ds To correct the characteristic diagram, define the correction coefficient for non-design points:

[0020] π map2 =Cof π2 ×(π map1 -π ds )+π ds (10)

[0021] W map2 =Cof W2 (W map1 -W ds )+W ds (11)

[0022] η map2 =Cof η2 (η map1 -η ds )+η ds (12)

[0023] In the formula, Cof π2 、Cof W2 、Cof η2 These are correction coefficients for non-design point pressure ratio, flow rate, and efficiency. Subscript map1 is the characteristic diagram before correction, and subscript map2 is the new characteristic diagram after correction.

[0024] Step S105: Determine the non-design point parameters to be optimized: Select the pressure ratio, flow rate and efficiency correction coefficient of each engine component as the parameters to be optimized.

[0025] Furthermore, step S2 specifically includes:

[0026] Step S201: Determine the design point and idle point measurement data based on the engine test data;

[0027] Step S202: Based on the target parameters and design point parameters to be optimized determined in step S1, the design points are corrected using an optimization algorithm to obtain the design point correction coefficient Cof. π1 、Cof W1 、Cof η1 A new feature map, map1, is obtained by scaling the feature map as a whole. The corrected component features are shown in equations (13)-(15):

[0028] π map1 =Cof π1 (π map -1)+1 (13)

[0029] W map1 =Cof W1 W map (14)

[0030] η map1 =Cof η1 η map (15)

[0031] In the formula, the subscript map represents the original engine general characteristic map, and the subscript map1 represents the new characteristic map after the design point correction;

[0032] Step S203: Based on the characteristic map map1 obtained in step S202, and according to the target parameters and non-design point optimization parameters determined in step S1, an optimization algorithm is used to correct the slow point and obtain the slow point correction coefficient Cof. π2 、Cof W2 、Cof η2 A new feature map, map2, is obtained by scaling the feature map as a whole.

[0033] Furthermore, step S3 specifically includes:

[0034] Step S301: Determine the non-design point measurement data based on the engine test data;

[0035] In steps S302 and S203, based on the characteristic map map2 obtained in step S203, according to the target parameters and non-design point optimization parameters determined in step S1, the optimization algorithm is used to correct other intermediate non-design points in sequence, obtain the correction coefficient corresponding to each non-design point, and record the positions of the adjacent equivalent speed lines and β lines of the characteristic map where each non-design point is located.

[0036] Step S303: Determine whether the positions of adjacent isochronous speed lines and β lines of each non-design point recorded in step S302 have common points. If there are common points, return to step S302 and simultaneously optimize the non-design points with common points to obtain the same set of correction coefficients. If not, continue to the next step.

[0037] Step S304: By correcting the characteristic data of the adjacent equivalent speed lines and β lines where the non-design points are located, the characteristic map obtained in step S2 is locally corrected to obtain characteristic map map3;

[0038] Step S305: Verify whether the characteristic map map3 after local correction in step S304 meets the smoothness condition. If it does, a characteristic map that meets the requirements is obtained. If it does not, the characteristic map map3 obtained in step S304 is supplemented and corrected by fitting an elliptic curve method to other data points on the equivalent speed line.

[0039] Furthermore, the fitting elliptic curve method uses an optimization algorithm to optimize the ellipse center, ellipse radius, and ellipse rotation angle, and fits a smooth elliptic curve to the characteristic data points of the adjacent isotropic speed lines and β lines of the non-design points determined by step S304. The fitted elliptic curve is shown in formulas (16)-(17):

[0040]

[0041]

[0042] In the formula, W0, π0, and η0 are the centers of the ellipse, a and b are the radii of the ellipse, θ is the rotation angle of the ellipse, the subscript π represents the flow-pressure ratio characteristic diagram, and the subscript η represents the flow-efficiency characteristic diagram.

[0043] Beneficial effects of the present invention:

[0044] This invention combines characteristic scaling and characteristic construction methods. Through an optimization algorithm, it determines the positions of adjacent isotropic speed lines and β lines of each non-design point in the characteristic diagram, along with their corresponding correction coefficients. It then locally corrects the characteristic data of the adjacent isotropic speed lines and β lines of each non-design point, avoiding the inaccuracies and complexity of steady-state point partitioning in traditional correction methods. This allows for simple, accurate, and rapid correction of the characteristic diagram, resulting in smooth characteristic curves that match engine test data and improve the accuracy of aero-engine modeling. Simultaneously, it ensures the model's stability and versatility, making it applicable to various aero-gas turbine engine component-level mathematical models. Attached Figure Description

[0045] Figure 1 This is a flowchart illustrating a specific embodiment of the method of the present invention.

[0046] Figure 2 Characteristic diagrams of the compression components before and after correction at the slow point

[0047] Figure 3 This is a schematic diagram showing the positions of the adjacent equivalent speed lines and β line at the steady-state point in the characteristic graph.

[0048] Figure 4 A schematic diagram of the elliptic curve fitting method.

[0049] Figure 5 Correcting the characteristic diagram of the compression component before and after the intermediate non-design point Detailed Implementation

[0050] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0051] See appendix Figure 1 The flowchart below illustrates the method of this invention. The process is mainly divided into design point correction, idle point correction, and correction of other intermediate non-design points. The main idea of ​​this invention is to scale the design point as a whole to obtain a characteristic map (map1) after design point correction; for the idle point, based on map1, scale the entire map with the design point as the scaling center to obtain a characteristic map (map2) after idle point correction; for other intermediate non-design points, locally correct the characteristic map (map2) after idle point correction by updating the characteristic data of the adjacent isotropic speed lines and β lines at the steady-state point. Specifically, it includes the following steps:

[0052] Step S1: Determine the engine optimization target parameters based on the key test data of the aero gas turbine engine; determine the parameters to be optimized based on the correction coefficients defined for the aero gas turbine engine operating conditions.

[0053] Specifically:

[0054] Step S101: Select engine optimization target parameters based on key test data of the aviation gas turbine engine.

[0055] The specific embodiment of the present invention is a medium bypass ratio, separate exhaust, twin-shaft turbofan engine for missile applications, whose main components include a fan, a high-pressure compressor, a high-pressure turbine, and a low-pressure turbine.

[0056] Based on key test data of the turbofan engine, the high-pressure rotor speed N was selected. h Low-pressure rotor speed N l Total compressor outlet pressure P t3 Fuel flow rate W f Turbine outlet total temperature T t5 There are a total of 5 variables as target parameters, as shown in Table 1 below.

[0057] Table 1 Target Parameters

[0058]

[0059] Step S102: Define correction coefficients according to the operating conditions of the aviation gas turbine engine.

[0060] Specifically, during design point correction, the point on the characteristic diagram where the pressure ratio equals 1, the equivalent flow rate equals 0, and the efficiency equals 0 is used as the scaling center, i.e., point (1, 0, 0). The characteristic diagram is then corrected, and the design point correction coefficient is defined as follows:

[0061]

[0062]

[0063]

[0064] In the formula, Cof π1 、Cof W1 、Cof η1 To design the pressure ratio, flow rate, and efficiency correction factors, π map W map η map For the design point component characteristics of the general engine characteristic map, π ds W ds η ds The actual design point component characteristics of the engine are shown in Table 2.

[0065] Table 2 Design Point Correction Coefficients

[0066]

[0067] Step S103: Determine the parameters to be optimized at the design point.

[0068] Specifically, due to the actual design point component characteristics π of the engine ds W ds η ds Generally known, the component characteristic π at the design point of the general characteristic diagram is... map W map η map It is also known that the design point correction factor can be calculated directly, so the optimization does not directly optimize the design point correction factor, but instead selects the intake pressure loss factor σ. inlet Combustion efficiency η in the combustion chamber b Combustion chamber pressure loss coefficient σ b High-pressure rotor shaft mechanical efficiency η H Low-pressure rotor shaft mechanical efficiency η L The five parameters are listed in Table 3 as the parameters to be optimized at the design point.

[0069] Table 3 Parameters to be optimized at the design points

[0070]

[0071] Step S104: Define the non-design point correction coefficient.

[0072] Specifically, the pressure ratio on the characteristic diagram is equal to π. ds The equivalent flow rate is equal to W ds Efficiency equals η ds The point is the scaling center, i.e., (π) ds W ds η ds The characteristic diagram is corrected at the point of non-design point, and the correction coefficient for non-design point is defined.

[0073] π map2 =Cof π2 ×(π map1 -π ds )+π ds (twenty one)

[0074] W map2 =Cof W2 (W map1 -W ds )+W ds (twenty two)

[0075] η map2 =Cof η2 (η map1 -ηds )+η ds (twenty three)

[0076] In the formula, Cof π2 、Cof W2 、Cof η2 Table 4 shows the correction coefficients for non-design point pressure ratio, flow rate, and efficiency. Subscript map1 represents the characteristic diagram before correction, and subscript map2 represents the characteristic diagram after correction.

[0077] Table 4 Correction coefficients for non-design points

[0078]

[0079] Step S105: Determine the parameters to be optimized at non-design points.

[0080] The pressure ratio, flow rate, and efficiency correction coefficients of each engine component are selected as the parameters to be optimized. The flow rate of the turbine component is not corrected. The parameter to be optimized is O. off_ds =[Cof π2 Cof W2 Cof η2 ].

[0081] Step S2: Based on the target parameters and parameters to be optimized determined in step S1, the characteristic map is corrected using an optimization algorithm, the engine design point and the slow point are matched, and a new characteristic map map2 is obtained.

[0082] Specifically:

[0083] Step S201: Determine the design point and idle point measurement data based on the engine test data, as shown in Table 5 below.

[0084] Table 5 Steady-state test data

[0085]

[0086] Step S202: Based on the target parameters and design point parameters to be optimized determined in step S1... ds =[σ inlet η b σ b η H η L The design point was corrected using a particle swarm optimization algorithm to obtain the design point correction coefficient Cof. π1 、Cof W1 、Cof η1 And the intake pressure loss coefficient σ inlet Combustion efficiency η in the combustion chamber b Combustion chamber pressure loss coefficient σ b High-pressure rotor shaft mechanical efficiency ηH Low-pressure rotor shaft mechanical efficiency η L .

[0087] Step S203: The component characteristics after design point correction are shown in equations (24)-(26):

[0088] π map1 =Cof π1 (π map -1)+1 (24)

[0089] W map1 =Cof W1 W map (25)

[0090] η map1 =Cof η1 η map (26)

[0091] In the formula, the subscript map represents the original engine's general characteristic map, and the subscript map1 represents the new characteristic map after the design point correction.

[0092] Specifically, after the design point correction, the errors at each steady-state point are shown in Table 6.

[0093] Table 6. Results of Design Point Correction

[0094]

[0095] Based on the design point correction results, the engine steady-state point has a very small error only near the design point, but a large error at locations far from the design point.

[0096] Step S204: Based on the characteristic map map1 after the design point correction in step S203, and according to the target parameter T and the non-design point optimization parameter O determined in step S1... off_ds =[Cof π2 Cof W2 Cof η2 The particle swarm optimization algorithm is used to correct the idle point. During the correction, the intake manifold pressure loss coefficient σ is adjusted. inlet Combustion efficiency η in the combustion chamber b Combustion chamber pressure loss coefficient σ b High-pressure rotor shaft mechanical efficiency η H Low-pressure rotor shaft mechanical efficiency η L The slow point correction coefficient Cof is obtained by keeping the design point correction value unchanged. π2 、Cof W2 、Cof η2 The correction coefficients are reflected in the characteristic map, and the characteristic map is scaled as a whole to obtain a new characteristic map map2 that matches the design point and the slow point.

[0097] Specifically, see the attached diagram for the characteristic features of the compression component after slow-speed point correction. Figure 2 The error of the compression component after slow-speed point correction is shown in Table 7 below.

[0098] Table 7 Results of Slow Point Correction

[0099]

[0100] Based on the results of the slow-speed point correction, when the slow-speed point is corrected using the design point as the scaling center, the accuracy of the slow-speed point meets the requirements, all within 2%, and does not affect the corrected design point. Furthermore, the correction of the slow-speed point using the design point as the scaling center covers the entire working range of the component characteristic map, significantly reducing the overall error of the engine steady-state point. For other intermediate non-design points, only local correction is needed to meet the accuracy requirements.

[0101] Step S3: Based on the characteristic map map2 obtained in step S2, optimize other intermediate non-design points, determine the positions of the adjacent equivalent speed lines and β lines of each steady-state point in the characteristic map and the corresponding correction coefficients, and perform local correction on the characteristic map map2 by correcting the characteristic data of the adjacent equivalent speed lines and β lines where the steady-state point is located, so as to obtain the final characteristic map that matches the test data.

[0102] Specifically:

[0103] Based on the characteristic map map2 after slow point correction obtained in step S302 and step S204, and according to the target parameter T and the non-design point optimization parameter O determined in step S1, off_ds =[Cof π2 Cof W2 Cof η2 The particle swarm optimization algorithm is used to correct non-design points sequentially. During correction, the intake pressure loss coefficient σ is... inlet Combustion efficiency η in the combustion chamber b Combustion chamber pressure loss coefficient σ b High-pressure rotor shaft mechanical efficiency η H Low-pressure rotor shaft mechanical efficiency η L By keeping the values ​​corrected at the design points unchanged, the correction coefficient Cof corresponding to each non-design point is obtained. π2 、Cof W2 、Cof η2 Record the positions of adjacent isotropic speed lines and β lines at each steady-state point. See the attached diagram for a schematic of adjacent isotropic speed lines and β lines. Figure 3 The location records are shown in Table 8 below.

[0104] Table 8. Positions of adjacent isochronous speed lines and β lines at the steady-state point.

[0105]

[0106] Step S303: Determine whether the positions of the adjacent equivalent speed lines and β lines of each non-design point recorded in step S302 have a common point. If there is a common point, return to step S302 and simultaneously optimize the non-design points with common points to obtain the same set of correction coefficients. If not, continue to the next step.

[0107] Specifically, when correcting intermediate non-design points, the positions of the design point and the idle point should remain unchanged. Therefore, during local correction, the characteristic data of the adjacent isochronous speed lines and β lines where the design point and the idle point are located should remain unchanged. As can be seen from Table 8, there is a common point after the correction of non-design point 2 and non-design point 3. According to step S303, non-design point 2 and non-design point 3 are optimized simultaneously, and it is ensured that the local correction of the adjacent isochronous speed lines and β lines of non-design point 2 and non-design point 3 does not affect the design point and the idle point.

[0108] Step S304: The correction coefficient is reflected in the characteristic map map2 obtained in step S2. For each non-design point, the characteristic data of the adjacent isochronous speed line and β line are locally corrected in turn to obtain the characteristic map map3.

[0109] Step S305: Verify whether the characteristic map map3 after the local correction in step S304 meets the smoothness condition. If it does, the final characteristic map that meets the requirements is obtained. If it does not, the characteristic map map3 obtained in step S304 is supplemented and corrected by fitting elliptic curves to other data points of the equivalent speed line.

[0110] Specifically, in this embodiment, by simultaneously optimizing non-design point 2 and non-design point 3, the correction coefficient that satisfies the optimization objective is determined. At the same time, the position of non-design point 2 and non-design point 3 in the characteristic map is determined, that is, the data points of the adjacent isochronous speed line and the adjacent β line. Only the adjacent data points are locally corrected, and the smoothness of the characteristic map after local correction is observed.

[0111] In this embodiment, the characteristic curve is not smooth after local correction. Therefore, the elliptic curve fitting method is used to supplement other data points of adjacent isochronous speed lines. For details, please refer to the appendix. Figure 4 The ellipse center, radius, and rotation center are optimized using an optimization algorithm. A smooth ellipse is fitted to the characteristic data points of the adjacent equivalent rotation speed lines and β lines of the non-design points determined in step S302. The fitted ellipse curves are shown in formulas (27)-(28).

[0112]

[0113]

[0114] In the formula, W0, π0, and η0 are the centers of the ellipse, a and b are the radii of the ellipse, θ is the rotation angle of the ellipse, the subscript π represents the flow-pressure ratio characteristic diagram, and the subscript η represents the flow-efficiency characteristic diagram.

[0115] When supplementing and correcting other data points on adjacent isochronous speed lines, the data points on the adjacent isochronous speed lines and adjacent β lines where each non-design point is located remain unchanged, thus not affecting the corrected steady-state point. See the appendix for the characteristic plot of the non-design points after local correction. Figure 5 .

[0116] The results of the local corrections for the intermediate non-design points are shown in Table 9 below.

[0117] Table 9 Results of Local Correction for Intermediate Non-Design Points

[0118]

[0119] The steady-state point errors before and after the entire correction process are shown in Table 10.

[0120] Table 10 Comparison of Steady-State Point Errors Before and After Correction

[0121]

[0122] As shown in Table 10, the errors at the first five steady-state points only met the accuracy requirements near the design point. At locations far from the design point, the maximum simulation error of the target parameters was 10.42%. After correction, the simulation errors of the target parameters at the steady-state points were all within 2%. This invention utilizes the characteristic data of adjacent isotropic speed lines and β lines at steady-state points to locally update the component characteristic diagram. The proposed component characteristic correction method avoids the cumbersome and complex process of partitioning steady-state points in traditional correction methods. It can simply and accurately correct the characteristic diagram, match engine test data, improve the modeling accuracy of aero-engines, and is applicable to the component-level mathematical models of various aero-gas turbine engines.

[0123] This invention is not limited to the above embodiments. Based on the technical solutions disclosed in this invention, those skilled in the art can make simple modifications, equivalent changes and alterations to some of the technical features without creative effort, all of which fall within the scope of the technical solutions of this invention.

Claims

1. A method for local correction of the characteristics of an aero-gas turbine engine component, characterized in that, Includes the following steps: Step S1: Select the target parameters for optimization of the aero gas turbine engine based on the key test data of the aero gas turbine engine; Based on the correction coefficients defined for the operating conditions of the aero gas turbine engine, the parameters to be optimized are determined. Step S1 specifically includes: Step S101: Select the target parameters for optimization of the aero gas turbine engine based on key test data; Step S102: Define correction coefficients based on the operating conditions of the aero-gas turbine engine: When correcting the design point, take the point on the characteristic diagram where the pressure ratio is equal to 1, the equivalent flow rate is equal to 0, and the efficiency is equal to 0 as the scaling center, i.e., the point (1, 0, 0), and correct the characteristic diagram to define the design point correction coefficients: In the formula, Cof π1 、Cof W1 、Cof η1 To design the pressure ratio, flow rate, and efficiency correction factors, π map W map η map For the design point component characteristics of the engine general characteristic map, π ds W ds η ds The actual design features of the engine components; Step S103: Determine the parameters to be optimized at the design point: Instead of directly optimizing the design point correction coefficient, select the component pressure ratio loss coefficient, combustion chamber combustion efficiency, shaft mechanical efficiency, and bleed air as the parameters to be optimized at the design point. Step S104, during non-design point correction, the pressure ratio on the characteristic diagram is equal to π. ds Equivalent flow rate equals W ds Efficiency equals η ds The point is the scaling center, i.e., (π) ds W ds η ds To correct the characteristic diagram, define the correction coefficient for non-design points: p map2 =Cof π2 ×(π map1 -p ds )+π ds (4) W map2 =Cof W2 (W map1 -W ds )+W ds (5) or map2 =Cof η2 (or map1 -or ds )+η ds (6) In the formula, Cof π2 、Cof W2 、Cof η2 These are correction coefficients for non-design point pressure ratio, flow rate, and efficiency. Subscript map1 is the characteristic diagram before correction, and subscript map2 is the new characteristic diagram after correction. Step S105: Determine the non-design point parameters to be optimized: Select the pressure ratio, flow rate and efficiency correction coefficient of each engine component as the parameters to be optimized; Step S2: Based on the target parameters and parameters to be optimized determined in step S1, the engine design point and idle point are corrected sequentially using the optimization algorithm, and the characteristic map is scaled as a whole using the correction coefficient to obtain a new characteristic map. Step S3: Based on the characteristic map obtained in step S2, the optimization algorithm is used to correct other intermediate non-design points in sequence. The positions of the adjacent equivalent speed lines and β lines of each non-design point in the characteristic map and the corresponding correction coefficients are determined. By correcting the characteristic data determined by the positions of the adjacent equivalent speed lines and β lines, the characteristic map obtained in step S2 is locally corrected. The fitting elliptic curve method is used to supplement and correct other data of the equivalent speed lines, and finally a characteristic map matching the test data is obtained.

2. The method for local correction of the characteristics of an aero-gas turbine engine component according to claim 1, characterized in that, Step S2 specifically includes: Step S201: Determine the design point and idle point measurement data based on the engine test data; Step S202: Based on the target parameters and design point parameters to be optimized determined in step S1, the design points are corrected using an optimization algorithm to obtain the design point correction coefficient Cof. π1 、Cof W1 、Cof η1 A new feature map, map1, is obtained by scaling the feature map as a whole. Step S203: Based on the characteristic map map1 obtained in step S202, and according to the target parameters and non-design point optimization parameters determined in step S1, an optimization algorithm is used to correct the slow point and obtain the slow point correction coefficient Cof. π2 、Cof W2 、Cof η2 A new feature map, map2, is obtained by scaling the feature map as a whole.

3. The method for local correction of the characteristics of an aero-gas turbine engine component according to claim 1, characterized in that, Step S3 specifically includes: Step S301: Determine the measurement data of intermediate non-design points based on engine test data; Based on the characteristic map map2 obtained in step S302 and step S203, according to the target parameters and non-design point optimization parameters determined in step S1, the optimization algorithm is used to correct other intermediate non-design points in turn, obtain the correction coefficient corresponding to each non-design point, and record the positions of adjacent equivalent speed lines and β lines in the characteristic map of each non-design point. Step S303: Determine whether there is a common point between the adjacent equivalent speed lines and β lines of each non-design point recorded in step S302. If there is a common point, return to step S302 and simultaneously optimize the non-design points containing the common point to obtain the same set of correction coefficients. If not, continue to the next step. Step S304: By correcting the characteristic data of the adjacent equivalent speed lines and β lines where each non-design point is located, the characteristic map obtained in step S2 is locally corrected to obtain characteristic map map3; Step S305: Verify whether the characteristic map map3 after local correction in step S304 meets the smoothness condition. If it does, a characteristic map that meets the requirements is obtained. If it does not, the characteristic map map3 obtained in step S304 is supplemented and corrected by fitting elliptic curves to other data points of the isochronous rotation lines.

4. The method according to claim 3, characterized in that, The fitting elliptic curve method uses an optimization algorithm to optimize the ellipse center, ellipse radius, and ellipse rotation angle, and fits a smooth elliptic curve to the characteristic data points of the adjacent equal reduced rotation speed lines and β lines of the non-design points determined by step S304.

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